MOTOR BAKAR DAN SISTEM

PROPULSI
Oleh :
Prof. Ir. Amiral Aziz, MS.c
 MOTOR BAKAR
I.C. ENGINE TESTING

By: Prof. Ir. Amiral Aziz, MS.c-

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INTRODUCTION:
The basic task in the
design and development
of engines is to reduce the
cost and improve the
efficiency and power
output. In order to achieve
the above task, the
‘development engineer’
has to compare the engine
developed with other-
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INTRODUCTION:
-engines in terms of its
output and efficiency.
Towards this end he has to
test the engine and make
measurements of relevant
parameters that reflect the
performance of the
engine.
I.C. engine generally
operates within a useful-
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INTRODUCTION:
-range of speed. Some
engines are made to run at
fixed speed by means of
speed governor, which is
its rated speed. The
performance of the engine
depends on the inter-
relationship between the
power developed, speed
and the specific fuel -
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INTRODUCTION:
-consumption at each
operating condition within
the useful range of speed
and load.

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The following factors are to be considered in

evaluating the performance of an engine:
(i) Maximum power or torque available at each
speed within the useful range of speed.
(ii) The range of power output at constant speed
for stable operation of the engine. The
different speeds should be related at equal
intervals within the useful speed range.

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(iii) Brake specific fuel consumption at each

operating condition within the useful range of
operation.
(iv) Reliability and durability of the engine for the
given range of operation.

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Purpose of Testing an I.C. Engine:

In general the purpose or significance of testing
an I.C. engine is to determine the following:
(i) To determine rated power output with respect
to the fuel consumption in Kg per Kw-hr of
brake power output.

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Purpose of Testing an I.C. Engine:

(ii) To determine the mechanical and thermal
efficiencies of the engine.
(iii) To see the performance of the engine when
loaded at different loads.

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Purpose of Testing an I.C. Engine:

(iv) To determine the quantity of lubricating oil
required per bp Kw hr.
(v) To determine the quantity of cooling water
required per bp Kw hr.
(vi) To determine the overload carrying capacity
of the engine.
(vii) To prepare the heat balance sheet of the
engine.

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Some Important Terms as per ISI Standard:

1. Speed : The speed of an engine is the mean
speed of its crank shaft in revolutions per
minute (RPM), except in case of ‘free piston’
engines where the speed is the number of
cycles per minute , of the reciprocating
components.
2. Steady Load Speed Band: It is the maximum
total variation in speed expressed as a %age of
the mean speed, which may occur while there
is no change in external load conditions.
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Some Important Terms as per ISI Standard:

3. Continuous Power: The power which the
engine is capable of delivering continuously
between the normal maintenance intervals stated
by the manufacturer, at stated speed and under
stated operating conditions.
4. Indicated Power: It is the total power
developed in the working cylinder by the gases on
the combustion side of the working pistons.
5. Friction Power: It is the power consumed in
frictional resistance.
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Some Important Terms as per ISI Standard:

6. Brake Power: It is the total power measured at
the driving shaft.
7. Fuel Consumption: The quality of fuel
consumed by the engine per unit time of the
stated power and under stated operating
conditions.
8. Specific Fuel Consumption: It is the quantity of
fuel consumed per unit of power per unit of time.
It is generally expressed in gms of fuel consumed
per kW hr or B.H.P./bp.
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Some Important Terms as per ISI Standard:

9. Standard Operating Conditions : The following
are the standard operating conditions:
(i) Mean Barometric Pressure: It is taken as 736
mm of mercury (Hg).
(ii) Intake Air Temperature : It is taken as 3000k or
270C

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Engine Power :
The energy flow through the engine is expressed
in three distinct terms. They are ‘indicated
power’, ip, ‘friction power’, fp and ‘ brake power’,
bp.
‘Indicated power’ can be computed from
the measurement of forces in the cylinder and
‘break power’ from the measurement of forces at
the crank shaft of the engine. The ‘friction power’
can be estimated by motoring the engine or from
the difference between ip and bp. i.e. fp=ip-bp
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Indicated Mean Effective Pressure (Pim):

It may be defined as, the constant pressure acting
over the full length of the stroke and capable of
producing the same amount of work, as is
actually produced during the complete cycle of
the engine. It is generally denoted by ‘Pim’ or
i.m.e.p.
As, the pressure in the cylinder varies
throughout the cycles and the variation can be
expressed with respect to the volume or crank
angle rotation to obtain p-V or p-θ diagrams,
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Indicated Mean Effective Pressure (Pim):

respectively. However, such a continuous
variation does not readily lend itself to simple
mathematical analysis in the computation of ip. If
an average pressure for one cycle can be used,
then the computations become far less difficult.
Refering figure, as the piston moves back
and forth between TDC and BDC, the process
lines on the p-V diagram indicated the successive
states of the working fluid through the cycle.

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Indicated Mean Effective Pressure (Pim):

The indicated network of the cycle is represented
by the area 1-2-3-4 enclosed by the process lines
for that cycle. If the area of rectangle A-B-C-D
equals, the area 1-2-3-4, the vertical distance
between the horizontal lines AB and CD
respectively gives the ‘indicated mean effective
pressure’, imep. It is a mean value expressed in
N/m2, which when multiplied by the
displacement volume or swept volume, Vs gives
the ‘same indicated net work’ as is actually
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Indicated Mean Effective Pressure (Pim):

p-V diagram for an ideal four-stroke cycle engine

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Brake Mean Effective Pressure

(Pbm):
It may be defined as the mean
effective pressure acting on the
face of piston, which would
develop brake power
equivalent to that during actual
varying pressure condition. It is
generally denoted by Pbm or
b.m.e.p.

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Brake Mean Effective Pressure

(Pbm):
Friction mean effective
pressure (Pfm) is that portion of
mean effective pressure (Pim),
which is required to overcome
friction losses and brake mean
effective pressure is the
portion, which produces the
useful power delivered by the
engine.
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Piston Speed :
It is the average or mean distance travelled by the
piston of the engine in one minute.
i.e., Piston speed = 2 L.N. m/min
Where, L = Length of stroke (m)
And N= Revolutions per minute of the crank
shaft.

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Fuel-Air (F/A) or Air-Fuel (A/F) Ratio:

The relative proportions of the fuel and air in the
engine are very important from the stand point of
combustion and efficiency of the engine. This is
expressed either as a ratio of the mass of the fuel
to that of the air or vice versa.
In the SI engine the fuel-air ratio practically
remains constant over a wide range of operation.
In CI engines at a given speed the air flow does
not vary with load, it is the fuel flow that varies
directly with load. Therefore, the term fuel-air -
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Fuel-Air (F/A) or Air-Fuel (A/F) Ratio:

-ratio is generally used instead of air-fuel ratio.
A mixture that contains just enough air for
complete combustion of all the fuel in the
mixture is called a ‘chemically correct’ or
‘stoichiometric fuel-air ratio’. A mixture having
more fuel than that in a chemically correct
mixture is termed as ‘rich mixture’ and a mixture
that contains less fuel or excess air is called a
‘lean mixture’ or ‘weak mixture’. The ratio of
actual fuel-air ratio to the chemically correct -
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Calorific Value (CV) :

‘Calorific value’ of a fuel is the thermal energy
released per unit quantity of the fuel when the
fuel is burned completely and the products of
combustion are cooled back to the initial
temperature of the combustion mixture. Other
terms used for the calorific value are ‘heating
value’ and ‘heat combustion’.
When the products of combustion are
cooled to 250C practically, all the water vapour
resulting from the combustion process is -
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Calorific Value (CV) :

-condensed. The heating value so obtained is
called the ‘higher calorific value’ or ‘gross calorific
value’ of the fuel. The ‘lower or net calorific
value’ is the heat released when vapour in the
products of combustion is not condensed and
remains in the vapour form.

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Measurement of Air Supply of an I.C. Engine:

To measure air supply, the orifice method can be
used if pressure pulsations could be damped out
by some means. The usual method of damping
out the pressure-pulsations is to fit an air box of
suitable volume (500 to 600 times the swept
volume in single cylinder engines and less in case
of multi-cylinder engines) to the engine with an
orifice placed in the side of the box, remote from
the engine as shown in figure.

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Measurement of Air Supply of an I.C. Engine:

Measurement
of Air
by Air Box
Method.

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Measurement of Air Supply of an I.C. Engine:

Let a= area of orifice in m3.
Cd= Coefficient of discharge of the orifice.
ΔH= Difference of pressure as measured in
cm. of water.
Ma= Mass of one cubic metre of air, in kg.
Mw=Mass of one cubic metre of water, in
kg.
H= Head causing flow through the orifice in
m. of air.

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Determination of Indicated and Brake Power:

In this method, to find out ip an indicator is used
to find out the mean effective pressure. This
method is used for slow speed engines.
An indicator is an instrument which produces a
graphic record of the pressure inside the engine
cylinder for every position of the piston as it
reciprocates. It consists of a small cylinder fitted
with a piston, the under side of which is placed
in communication with the cylinder. The upper
side of the indicator piston is kept in -
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 I.C. ENGINE TESTING

Determination of Indicated and Brake Power:

communication with the atmosphere. A helical
spring on the top of the piston has one end
attached to the piston and the other to the cover
of the indicator cylinder through which passes
the piston rod which carries a pencil at its upper
end. This pencil traces out the indicator (p-V)
diagram on the paper.
In working with actual engines, it is often
desirable to compute ip from a given Pim, i,.e.
mean effective pressure and given engine -
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Brake Power (bp):

Indicated power is based on indicated net work
and is thus a measure of the force developed
within the cylinder. More practical interest is the
rotational force available at the delivery point,
i.e. at the engine crank shaft also termed as
drive-shaft and the power corresponding to it.
This power is interchangeably referred to as
‘brake power’, ‘shaft power’ or delivered power’.
In general, only the term brake power, bp, has
been used here to indicate the power actually -
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Brake Power (bp):

-delivered by the engine.
The power, bp, is usually measured by attaching
a power absorption device to the drive-shaft of
the engine. Such a device sets up measurable
forces counteracting the forces delivered by the
engine and the determined value of these
measured forces is indicative of the forces being
delivered.

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Measurement of bp, using Rope Brake

Arrangement:
The fig shows rope brake arrangement for the
measurement of brake power, bp.

Rope brake
Dynamometer

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Measurement of bp, using Rope Brake

Arrangement:
A rope is wound around the circumference of the
brake drum. One end of the rope is attached
with balance as shown in fig.

Rope brake
Dynamometer

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Measurement of bp, using Rope Brake

Arrangement:
The other end carries the dead weights. The
engine is thus run at a ‘constant speed’ which is
measured with the help of a tachometer.
Now, Let W= Force due to dead weight of the
rope brake (N)
S= Spring balance reading (N)
D= Dia. Of the brake drum (m)
d= Dia. of the rope (m)
N= RPM of the crank shaft (given by tachometer)
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MORSE TEST:
It is the method of determining indicated
power (ip) of each cylinder individually, of a
multi cylinder IC engine, without the use of an
indicator and thus computing the ‘total ip of the
engine’ by summing up ip of all the cylinders.
This method is adopted to calculate ip of
high speed engines, i.e. where the indicator
method is unsuitable.

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Testing of Constant Speed IC Engines for General

Purposes According to IS: 1600-1960:-
1. Introduction:
This code applies to testing of constant
speed reciprocating internal combustion engines
of the following types used for general purposes.
(a) Compression ignition engines.
(b) Carburettor type engines, and
(c) Gas engines.
This code is not applicable to pressure charged
engines, engines for road or rail traction, engines
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Testing of Constant Speed IC Engines for General

Purposes According to IS: 1600-1960:-
1. Introduction:
-engines for ships propulsion or for marine
auxiliaries' and engines for aircraft propulsion or
aircraft auxiliaries.

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Testing of Constant Speed IC Engines for General

Purposes According to IS: 1600-1960:-
2. General Requirements for Tests:
The manufacturer shall supply the performance
characteristics of the engine prior to the
commencement of the tests.
The engine shall be tested as offered to the
purchaser. All parts shall be in stock and all parts
essential for engine operation should be
included. Accessories used on the engine under
test shall be listed.
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Testing of Constant Speed IC Engines for General

Purposes According to IS: 1600-1960:-
3.Preparation for Tests:
The engine shall be completely stripped and
examined physically so that design features and
also the condition of the various parts may be
noted before tests are, commenced. After the
physical examination the dimensions of the main
working parts, listed below shall be checked and
recorded.
1. Cylinder head.
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Testing of Constant Speed IC Engines for General

Purposes According to IS: 1600-1960:-
3.Preparation for Tests:
2. Valves, valve seats, valve springs and valve
guides.
3. Cylinder liner.
4. Piston Assembly.
5. Connecting rod small end big end bearings
and connecting rod bolts.
6. Crankshaft, including bearings and journals &
7. Governer springs.
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Testing of Constant Speed IC Engines for General Purposes
According to IS: 1600-1960:-
4. Preliminary Run:
-During the preliminary run, special attention shall be
paid to engine vibration and quiteness. The oil pressure
shall be checked from time to time.
Oil, coolant and fuel leaks shall be rectifiedand
faculty components replaced as may be found
necessary. A complete record of such attention and
running time of components changed shall be kept.

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Test Procedure :-
a. Engine adjustment:
The distributor, carburettor or the fuel
pump rack, as the case may be set as its nominal
specified value at idling in contrast to its manual
adjustments for maximum power at each speed.

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Test Procedure :-
b. Temperature:
The temperature of the inlet air shall be
measured at the entrance of the induction
system.

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Test Procedure :-
c. Number of Runs:
In every test, a sufficient number of runs
shall be made throughout the speed range. A run
shall be made at the lowest steady at which the
engine operates.

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Test Procedure :-
d. Duration of Runs:
Performance data shall be obtained under
stabilized operating conditions. Durations of the
experimental run depends upon two principles:
(i) No data shall be taken until load, speed and
temperature have been satabilized.
(ii) Recorded data shall be average sustained
values maintained over a period of at least one
minute, with no significant change occuring
during that time.
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Test Procedure :-
e. Power Test:
For all power tests with results to be plotted
versus speed, a single series of stabilized runs at
ascending speeds is sufficient. This series of runs should
progress continuously, from the lowest to the
maximum. If the engine requires to be idled between
runs to avoid excessively high temperature, sufficient
time should for the engine to reach its stabilized
condition before taking readings. The brake load
recorded should be steady and constant throughout the
run.

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Test Procedure :-
f. Engine Speed:
Engine speed should be held constant as
possible by means of applied dynamometer load
at wide open throttle or by throttle adjustment
at part load.

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Test Procedure :-
g. Friction Power:
The friction power test shall, if possible,
follow immediately after the power test. If this is
not possible, the test shall be conducted under
condition similar to those for the power test.

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Test Procedure :-
h. Fuel Consumption:
Fuel consumption shall be measured
simultaneously with brake power. The fuel
consumption measurement shall not be started
un-till the engine is stabilized.

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Observations:-
4.Specific Fuel Consumption:
Specific fuel consumption shall be
computed on the basis of gm of fuel per
observed brake power hour.

5. Five Hundred Hour Endurance Test:

After completion of the performance test,
the engine shall be run for 500 hours at rated
speed in cycles of 16 hours continuous running
each cycle being made as follows:
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Observations:-
5. Five Hundred Hour Endurance Test:
-shall be stopped and necessary servicing and
minor adjustments may be carried out in
accordance with the maker’s schedule.
Before starting the next cycle, the engine
shall have reached very nearly the room
temperature.
One litre sample of the oil drained during
each oil change and one litre sample of the fuel
used shall be sent to the laboratory for analysis.
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Observations:-
6. Recheck of Power and Fuel Consumption :
The power fuel consumption shall be
determine by repeating the performance test.

7. Final Inspection:
At the conclusion of the test, the engine
shall be stripped, its condition noted and the
dimensions of the main working parts checked
and recorded.

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1
 ASSIGNMENT

Q.1 Explain the following terms:

a. Engine continuous power.
b. Indicated power.
c. Brake power.
d. Specific fuel consumption.

Q. 2 What do you mean by

(i) Indicated thermal efficiency
(ii) Mechanical efficiency
(iii) Volumetric efficiency
(iv) Overall thermal efficiency.
 ASSIGNMENT

Q.3 Discuss any one method to find indicated

power.

Q.4 Explain the performance test of an engine

according to I.S.

Q.5 Explain any one method of finding brake

power.

Q.6 How to measure the quantity of air supplied to

an I.C. engine ?
 ASSIGNMENT

Q.7 How do you find the ip of a multicylinder I.C.

engine without using an indicator?

Q.8 What do you mean by relative efficiency of an

engine ? Explain how it is expressed?

Q.9 Distinguish between ip and bp, which is

greater ?

Q.10 What for a Morse test is conducted?

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